scholarly journals Numerical-Experimental Assessment of a Hybrid FE-MB Model of an Aircraft Seat Sled Test

2018 ◽  
Vol 2018 ◽  
pp. 1-7 ◽  
Author(s):  
F. Caputo ◽  
A. De Luca ◽  
F. Marulo ◽  
M. Guida ◽  
B. Vitolo

This paper deals with the development of an established hybrid finite element multibody (FE-MB) model for the simulation of an experimental sled test of a single row of a double passenger seat placed in front of a fuselage bulkhead, by considering a single anthropomorphic Hybrid II 50th dummy arranged on one of the seat places. The numerical investigation has been carried out by focusing on the passenger passive safety. Specifically, the occupant injury assessment has been quantitatively monitored by means of the head injury criterion (HIC), which, based on the average value of the dummy head acceleration during a crash event, should not exceed, according to the standards, the value of 1000. Numerical results provided by the hybrid model have been compared with the experimental ones provided by the Geven S.p.A. company and with the results carried out by a full FE model. The hybrid model simulates with a good level of accuracy the experimental test and allows reducing significantly the computing time with respect to the full FE one.

Aerospace ◽  
2019 ◽  
Vol 6 (9) ◽  
pp. 95
Author(s):  
Giuseppe Lamanna ◽  
Amalia Vanacore ◽  
Michele Guida ◽  
Francesco Caputo ◽  
Francesco Marulo ◽  
...  

This paper deals with the redesign of an aircraft passenger seat, placed at the first seat row, which was not compliant with Federal Aviation Regulations FAR 25.562 “Emergency landing dynamic conditions” regulation (due to a high value for the Head Injury Criterion (HIC)) and related guidelines. Starting from an accurate analysis of some results obtained via an experimental seat sled test, a numerical procedure was developed in order to improve the passenger safety with respect to head injury. Specifically, the proposed numerical procedure, using the advantages of a Finite Element (FE) model and a Design of Experiment (DoE) approach for simulation modeling, was aimed at identifying a new design solution to avoid the impact between the passenger’s head and the bulkhead. The redesign of the passenger seat was validated against an experimental test carried out at Geven S.p.A. Company by demonstrating, consequently, the compliance of the modified seat-belt system with the regulations.


Author(s):  
Wei Zhang ◽  
Saad Ahmed ◽  
Jonathan Hong ◽  
Zoubeida Ounaies ◽  
Mary Frecker

Different types of active materials have been used to actuate origami-inspired self-folding structures. To model the highly nonlinear deformation and material responses, as well as the coupled field equations and boundary conditions of such structures, high-fidelity models such as finite element (FE) models are needed but usually computationally expensive, which makes optimization intractable. In this paper, a computationally efficient two-stage optimization framework is developed as a systematic method for the multi-objective designs of such multifield self-folding structures where the deformations are concentrated in crease-like areas, active and passive materials are assumed to behave linearly, and low- and high-fidelity models of the structures can be developed. In Stage 1, low-fidelity models are used to determine the topology of the structure. At the end of Stage 1, a distance measure [Formula: see text] is applied as the metric to determine the best design, which then serves as the baseline design in Stage 2. In Stage 2, designs are further optimized from the baseline design with greatly reduced computing time compared to a full FEA-based topology optimization. The design framework is first described in a general formulation. To demonstrate its efficacy, this framework is implemented in two case studies, namely, a three-finger soft gripper actuated using a PVDF-based terpolymer, and a 3D multifield example actuated using both the terpolymer and a magneto-active elastomer, where the key steps are elaborated in detail, including the variable filter, metrics to select the best design, determination of design domains, and material conversion methods from low- to high-fidelity models. In this paper, analytical models and rigid body dynamic models are developed as the low-fidelity models for the terpolymer- and MAE-based actuations, respectively, and the FE model of the MAE-based actuation is generalized from previous work. Additional generalizable techniques to further reduce the computational cost are elaborated. As a result, designs with better overall performance than the baseline design were achieved at the end of Stage 2 with computing times of 15 days for the gripper and 9 days for the multifield example, which would rather be over 3 and 2 months for full FEA-based optimizations, respectively. Tradeoffs between the competing design objectives were achieved. In both case studies, the efficacy and computational efficiency of the two-stage optimization framework are successfully demonstrated.


2010 ◽  
Vol 458 ◽  
pp. 185-191
Author(s):  
Feng Li Luo ◽  
Guang Yu Li

When calculating sound intensity by indirectly measuring way, the sound pressures obtained from two microphones should be mathematically averaged as the sound pressure of measured point. The research showed that the method exists lower of allowable value in the high frequency area. Using the geometric average value of two measured points to replace the sound pressure of measured point, studying the measurement of sound intensity in scattering field, the errors from which were compared. The result showed that the error of geometric average sound intensity was more flat than that of mathematic average. So the sound intensity obtained from geometric average sound pressure is more suitable for the measurement of a wider frequency range. And the computing time is short, which can raise the measurement efficiency and the real-time of measurement.


Author(s):  
David Riha ◽  
Joseph Hassan ◽  
Marlon Forrest ◽  
Ke Ding

This paper describes the development of a mathematical model capable of providing realistic simulations of vehicle crashes by accounting for uncertainty in the model input parameters. The approach taken was to couple advanced and efficient probabilistic and reliability analysis methods with well-established, high fidelity finite element and occupant modeling software. Southwest Research Institute has developed probabilistic analysis software called NESSUS. This code was used as the framework for a stochastic crashworthiness FE model. The LS-DYNA finite element model of vehicle frontal offset impact and the MADYMO model of a 50th percentile male Hybrid III dummy were integrated with NESSUS to comprise the crashworthiness characteristics. The system reliability of the vehicle is computed by defining ten acceptance criteria performance functions; four occupant injury criteria and six compartment intrusion criteria. The reliability for each acceptance criteria was computed using NESSUS to identify the dominant acceptance criteria of the original design. The femur axial load acceptance criteria event has the lowest reliability (46%) followed by the HIC event (58%) and the door aperture closure event (73%). One approach to improve the reliability is to change vehicle parameters to improve the reliability for the dominant criteria. However, a parameter change such as vehicle strength/stiffness may have a beneficial effect on certain acceptance criteria but be detrimental to others. A system reliability analysis was used to include the contribution of all acceptance criteria to correctly quantify the vehicle reliability and identify important parameters. A redesign analysis was performed using the computed probabilistic sensitivity factors. These sensitivities were used to identify the most effective changes in model parameters to improve the reliability. A redesign using 11 design modifications was performed that increased the original reliability from 23% to 86%. Several of the design changes include increasing the rail material yield strength and reducing its variation, reducing the variation of the bumper and rail installation tolerances, and increasing the rail weld stiffness and reducing its variation. The results show that major reliability improvements for occupant injury and compartment intrusion can be realized by certain specific modifications to the model input parameters. A traditional (deterministic) method of analysis would not have suggested these modifications.


2017 ◽  
Vol 36 (2) ◽  
pp. 35-45
Author(s):  
Henry M. Kiwelu

Experiments were performed on scaled glue laminated bending specimens to observetime dependent development of deformations during drying and wetting. Measurementsdetermined changes in the average moisture content and external shape and dimensionsbetween when specimens were placed into constant or variable climates. Alterations inthe external shape and dimensions reflected changes in the average value anddistribution of moisture and mechanosorptive creep in the glulam. The results are beingused to develop a sequentially-coupled three-dimensional hygrothermal Finite Element(FE) model for predicting temporally varying internal strains and external deformationsof drying or wetting solid wood structural components. The model implies temporallyvarying, and eventual steady, state internal stress distributions in members based onelastic and creep compliances that represent wood within glulam as a continuousorthotropic homogenised material. Thus, predictions are consistent with smearedengineering stress analysis methods rather than being a physically correct analogue ofhow solid wood behaves. This paper discusses limitations of and intended improvementsto the FE modelling. Complementary investigations are underway to address otheraspects of the hygrothermal behaviour of structural members of wood and othermaterials (e.g. reinforced concrete) embedded within superstructure frameworks ofmulti-storey hybrid buildings.


2014 ◽  
Vol 7 (4) ◽  
pp. 5407-5445 ◽  
Author(s):  
M. Mergili ◽  
I. Marchesini ◽  
M. Alvioli ◽  
M. Metz ◽  
B. Schneider-Muntau ◽  
...  

Abstract. GIS-based deterministic models may be used for landslide susceptibility mapping over large areas. However, such efforts require specific strategies to (i) keep computing time at an acceptable level, and (ii) parameterize the geotechnical data. We test and optimize the performance of the GIS-based, 3-D slope stability model r.slope.stability in terms of computing time and model results. The model was developed as a C- and Python-based raster module of the open source software GRASS GIS and considers the 3-D geometry of the sliding surface. It calculates the factor of safety (FoS) and the probability of slope failure (Pf) for a number of randomly selected potential slip surfaces, ellipsoidal or truncated in shape. Model input consists of a DEM, ranges of geotechnical parameter values derived from laboratory tests, and a range of possible soil depths estimated in the field. Probability density functions are exploited to assign Pf to each ellipsoid. The model calculates for each pixel multiple values of FoS and Pf corresponding to different sliding surfaces. The minimum value of FoS and the maximum value of Pf for each pixel give an estimate of the landslide susceptibility in the study area. Optionally, r.slope.stability is able to split the study area into a defined number of tiles, allowing parallel processing of the model on the given area. Focusing on shallow landslides, we show how multi-core processing allows to reduce computing times by a factor larger than 20 in the study area. We further demonstrate how the number of random slip surfaces and the sampling of parameters influence the average value of Pf and the capacity of r.slope.stability to predict the observed patterns of shallow landslides in the 89.5 km2 Collazzone area in Umbria, central Italy.


1992 ◽  
Vol 114 (3) ◽  
pp. 327-331 ◽  
Author(s):  
K. H. Yang ◽  
B. K. Latouf ◽  
A. I. King

A mathematical simulation was performed to study the potential of head and neck injury to an unbelted driver restrained by an airbag. The baseline study represented a 50th percentile male dummy driving in a compact car with the steering wheel perpendicular to the floor. The vehicle was moving at 48 km/hour at the time of impact. Model predictions were compared with sled test results. The data agreed reasonably well. A parametric study was performed to study the effect of changing the steering wheel angle and the size of the airbag. It was found that when the standard 20 degrees angle steering wheel was used, neck joint torques were decreased by 22 percent while the resultant head acceleration increased 41 percent from the base line study. When the vertical dimension of the airbag was reduced by 10 percent, neck joint torques were increased by 14 percent, while head acceleration showed a slight decrease of 9 percent.


Author(s):  
Prasannakumar S. Bhonge ◽  
Rasoul Moradi ◽  
Hamid M. Lankarani

Dynamic aircraft seat regulations are identified in the Code of Federal Regulations (CFR), 14 CFR Parts § XX.562 for crashworthy evaluation of a seat in dynamic crash environment. The regulations specify full-scale dynamic testing on production seats. The dynamic tests are designed to demonstrate the structural integrity of the seat to withstand an emergency landing event and occupant safety. These tests are carried out on a 50th percentile Hybrid II Anthropomorphic Test Device (ATD) representing average 50 percent of human population. In this study, the dynamic performance of seats are evaluated for larger passenger population for both transport and general aviation seats. For this, Finite Element Analysis (FEA) of an aircraft seat model is analyzed by utilizing a 50th percentile e-ATD and validated with a 50th percentile ATD sled test results. Then the effect of a 95th percentile standard ATD in an aircraft passenger seat is investigated using FEA. Comparison of the 50th percentile and the 95th percentile electronic ATD models (e-ATDs) is carried out on the test parameters. This includes the restraint loads, the floor reactions and the head paths. Based on the comparison it is concluded that the seat loads go up in the range of 20 to 30% if designed for larger passenger population.


2007 ◽  
Vol 23 (3) ◽  
pp. 238-244 ◽  
Author(s):  
Jonathan G. Beckwith ◽  
Jeffrey J. Chu ◽  
Richard M. Greenwald

Although the epidemiology and mechanics of concussion in sports have been investigated for many years, the biomechanical factors that contribute to mild traumatic brain injury remain unclear because of the difficulties in measuring impact events in the field. The purpose of this study was to validate an instrumented boxing headgear (IBH) that can be used to measure impact severity and location during play. The instrumented boxing headgear data were processed to determine linear and rotational acceleration at the head center of gravity, impact location, and impact severity metrics, such as the Head Injury Criterion (HIC) and Gadd Severity Index (GSI). The instrumented boxing headgear was fitted to a Hybrid III (HIII) head form and impacted with a weighted pendulum to characterize accuracy and repeatability. Fifty-six impacts over 3 speeds and 5 locations were used to simulate blows most commonly observed in boxing. A high correlation between the HIII and instrumented boxing headgear was established for peak linear and rotational acceleration (r2= 0.91), HIC (r2= 0.88), and GSI (r2= 0.89). Mean location error was 9.7 ± 5.2°. Based on this study, the IBH is a valid system for measuring head acceleration and impact location that can be integrated into training and competition.


Author(s):  
Raed E. El-Jawahri ◽  
Tony R. Laituri ◽  
Jesse Ruan

The head in the Ford human body model (FHBM) was previously validated against impact test data involving post mortem human subjects (PMHS). The objective of the current study was to further validate the head model against more PMHS tests. The data included the following published tests: rigid bar impact to the forehead, zygoma, and maxilla (2.5–4.2 m/s), lateral pendulum impact (5.7 m/s), and front pendulum impact to the frontal bone, nasal bone, and maxilla (2.2 m/s). The responses from the model were compared to available published cadaveric response corridors and to various cadaveric responses. When compared to the cadaveric response corridors, the responses from the model were within those corridors. In addition, the model responses demonstrated acceptable fidelity with respect to the test data. The head injury criterion (HIC15), strain, and stress values from the model were also reported.


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